WO2019016344A1 - Unité de détection - Google Patents

Unité de détection Download PDF

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Publication number
WO2019016344A1
WO2019016344A1 PCT/EP2018/069697 EP2018069697W WO2019016344A1 WO 2019016344 A1 WO2019016344 A1 WO 2019016344A1 EP 2018069697 W EP2018069697 W EP 2018069697W WO 2019016344 A1 WO2019016344 A1 WO 2019016344A1
Authority
WO
WIPO (PCT)
Prior art keywords
sensor unit
plastic material
wire
carrier element
sensor
Prior art date
Application number
PCT/EP2018/069697
Other languages
German (de)
English (en)
Inventor
Igor Alexander Gorenzweig
Stefan MÖNIG
Original Assignee
Huf Hülsbeck & Fürst Gmbh & Co. Kg
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Huf Hülsbeck & Fürst Gmbh & Co. Kg filed Critical Huf Hülsbeck & Fürst Gmbh & Co. Kg
Priority to DE112018003663.4T priority Critical patent/DE112018003663A5/de
Publication of WO2019016344A1 publication Critical patent/WO2019016344A1/fr

Links

Classifications

    • H—ELECTRICITY
    • H03—ELECTRONIC CIRCUITRY
    • H03K—PULSE TECHNIQUE
    • H03K17/00—Electronic switching or gating, i.e. not by contact-making and –breaking
    • H03K17/94—Electronic switching or gating, i.e. not by contact-making and –breaking characterised by the way in which the control signals are generated
    • H03K17/945—Proximity switches
    • H03K17/955—Proximity switches using a capacitive detector
    • H—ELECTRICITY
    • H03—ELECTRONIC CIRCUITRY
    • H03K—PULSE TECHNIQUE
    • H03K2217/00—Indexing scheme related to electronic switching or gating, i.e. not by contact-making or -breaking covered by H03K17/00
    • H03K2217/94—Indexing scheme related to electronic switching or gating, i.e. not by contact-making or -breaking covered by H03K17/00 characterised by the way in which the control signal is generated
    • H03K2217/96—Touch switches
    • H03K2217/9607—Capacitive touch switches
    • H03K2217/960755—Constructional details of capacitive touch and proximity switches
    • H—ELECTRICITY
    • H03—ELECTRONIC CIRCUITRY
    • H03K—PULSE TECHNIQUE
    • H03K2217/00—Indexing scheme related to electronic switching or gating, i.e. not by contact-making or -breaking covered by H03K17/00
    • H03K2217/94—Indexing scheme related to electronic switching or gating, i.e. not by contact-making or -breaking covered by H03K17/00 characterised by the way in which the control signal is generated
    • H03K2217/96—Touch switches
    • H03K2217/9607—Capacitive touch switches
    • H03K2217/960755—Constructional details of capacitive touch and proximity switches
    • H03K2217/96077—Constructional details of capacitive touch and proximity switches comprising an electrode which is floating
    • H—ELECTRICITY
    • H03—ELECTRONIC CIRCUITRY
    • H03K—PULSE TECHNIQUE
    • H03K2217/00—Indexing scheme related to electronic switching or gating, i.e. not by contact-making or -breaking covered by H03K17/00
    • H03K2217/94—Indexing scheme related to electronic switching or gating, i.e. not by contact-making or -breaking covered by H03K17/00 characterised by the way in which the control signal is generated
    • H03K2217/96—Touch switches
    • H03K2217/9607—Capacitive touch switches
    • H03K2217/960755—Constructional details of capacitive touch and proximity switches
    • H03K2217/96078—Sensor being a wire or a strip, e.g. used in automobile door handles or bumpers

Definitions

  • the present invention is directed to a sensor unit for the contactless actuation of an actuating element, in particular a flap, door or the like of a vehicle, in particular a motor vehicle, according to the preamble of claim 1.
  • the sensor unit is equipped with at least one capacitive sensor element, wherein the sensor element comprises a wire which is arranged on a carrier element.
  • the present invention is also directed to a safety system for (non-contact) opening and / or closing a door, door or the like of a vehicle or the like according to the preamble of the independent system claim.
  • the invention also relates to a method for producing a sensor unit for contactless actuation of an actuating element, in particular a flap of a vehicle or the like, according to the preamble of the independent method claim.
  • sensor units are well known and serve, for. B. in a vehicle to open the tailgate contactless.
  • the document DE 10 2010 049 400 A1 discloses such a sensor unit.
  • capacitive sensors are used as proximity sensors in the corresponding sensor unit, which expediently have a broad-area electrode.
  • a disadvantage of the aforementioned prior art is the complicated production of the sensor unit, in particular of the corresponding support element for the capacitive sensor elements and the difficult entry of the respective wire in the respective support element. Mounting on the vehicle also poses a problem, depending on the sensor unit.
  • the sensor unit should be particularly resistant to moisture, road salt and other external environmental influences and mechanical influences resistant and functional.
  • a sensor unit with the features of the independent main claim in particular from the characterizing part.
  • the object is also achieved by a safety system, in particular a (passive or active) keyless entry system for vehicles, having the features of the independent system claim.
  • a method for producing a sensor unit with the features of the method claim, in particular from the characterizing part proposed.
  • Features which are disclosed for the sensor unit according to the invention and / or for the security system according to the invention also apply to the production method according to the invention and vice versa.
  • the sensor unit according to the invention can be produced.
  • the sensor unit according to the invention for contactless actuation of an actuating element, in particular a flap, door or the like of a vehicle has at least one capacitive sensor element, wherein the sensor element has at least one wire which is arranged on a carrier element, wherein the carrier element has at least a first plastic material.
  • the carrier element is designed as an extrudate.
  • the extrudate is understood as the product (in particular extruded product) from a press mold in an extrusion process.
  • the carrier element simultaneously serves as a protective element for the wire, in that the wire is at least partially embedded and / or carried out in the carrier element.
  • the carrier element can also be used at critical points in the vehicle, even if it is exposed directly to the weather and / or the spray water from the tires or the like.
  • plastic has the advantage that it is particularly resistant to external environmental influences such. As water, road salt, heat and the like.
  • plastic as part of the support member has the advantage that it can be more or less designed in any shape, so that the support member can be configured accordingly to be mounted on a vehicle can.
  • the first plastic material of the carrier element is designed to be electrically conductive.
  • the metrological function of the sensor element can be significantly improved.
  • the first plastic material, which is electrically conductive serves as a capacitive coupling element for the wire.
  • an additional element such as. B. an electric conductive core to be dispensed with or on the support element by the special choice of materials.
  • the wire with the carrier element of electrically conductive plastic material together forms the capacitive sensor element, whereby a corresponding width of the sensor element can be achieved.
  • the support element in order to adjust the adaptability of the sensor elements to the conditions of use in the vehicle ideally, it is advantageous if the support element as flexible as possible, ie easily deformable, such as. As with rubber or silicone is.
  • the first plastic material of the carrier element has a thermoplastic vulcanizate (standardized abbreviation: TPE-V / TPV or especially TPV- (EPDM + PP)) (eg also known under the trade name SANTOPRENE®).
  • TPE-V / TPV or especially TPV- (EPDM + PP) eg also known under the trade name SANTOPRENE®.
  • This thermoplastic vulcanizate is as flexible as rubber and thus easily adaptable in its shape.
  • thermoplastic vulcanizate forms the first plastic material at least partially or even completely, by which is meant that the first plastic material consists of at least 80 to 90% of the thermoplastic vulcanizate.
  • the thermoplastic vulcanizate (TPV) can be a crosslinked thermoplastic elastomer based on olefins, in particular ethylene-propylene-diene rubber particles (EPDM) in a matrix of polypropylene (PP), also referred to as PP / EPDM (US Pat. short: TPV (EPDM + PP)).
  • this first plastic material may also be designed to be electrically conductive, in particular by the addition of carbon black, and / or electrically conductive constituents may be integrated therein, in which case the first plastic material may be SANTPRENE Rubber 121 -73W175.
  • electrically conductive components in particular of metal (such as, for example, copper, aluminum, iron, stainless steel, silver or alloys thereof), can be unconnected (meaning sporadically, eg in the form of chips or grains) or bonded (eg B. in the form of a plate or a strip) may be integrated in the thermoplastic vulcanizate and unconnected preferably have a small size, in particular less than 1 mm 3 , preferably less than 0.5 mm 3 .
  • the first plastic material can fulfill several functions at once, namely serve for mechanical attachment of the wire, for capacitive coupling of the wire and for optimum adaptation to the geometric shape of the vehicle.
  • the first plastic material has a Shore A hardness between 40 and 85, preferably between 50 and 80, more preferably between 65 and 80.
  • Shore hardness A is determined according to ISO standard 7619-1 and / or standard ASTM D2240 at about 23 ° and 15 seconds test duration (extension of ISO standard 868).
  • ISO standard 7619-1 and / or standard ASTM D2240 at about 23 ° and 15 seconds test duration (extension of ISO standard 868).
  • the first plastic material is easily deformed by external mechanical influences.
  • the basic flexibility of the support element can be achieved.
  • the sensor unit with its (in particular two) capacitive sensor units can be attached to the vehicle in a particularly simple and flexible manner.
  • the carrier element has a second plastic material.
  • the second plastic material may be materially bonded to the first plastic material.
  • the second plastic material is designed to be electrically insulating. This is particularly useful especially when the first plastic material is designed to be electrically conductive.
  • the second plastic material can serve as electrical insulation for the first plastic material, so as to avoid a direct electrode balance between the materials.
  • the second plastic material of the carrier element is configured with the first plastic material as a coextrusion component.
  • the first and second plastic material are already connected to each other in the production by the extrusion process simultaneously (in a step I) and form an extrudate of at least two plastic materials.
  • a further production step for connecting the first plastic material to the second plastic material can thus be dispensed with, whereby the production is further simplified.
  • the second plastic material differs significantly from its material properties of the first plastic material, whereby overall the technical advantages of the respective plastic materials in a carrier element appear.
  • the second plastic material of the carrier element polyethylene (PE), in particular hard polyethylene (HDPE) have.
  • the proportion of the second plastic material at least 70 to 90% polyethylene (PE), in particular hard polyethylene (HDPE), comprise or consist entirely of it.
  • a UV stabilizer in particular carbon black, may preferably be present, whereby at least the dielectric or electrical conductivity of the material used can also be influenced.
  • the second plastic material expediently has a Shore hardness D between 50 and 70, preferably between 55 and 65 (according to ISO 7619-1 / ASTM D2240, see above).
  • the second plastic material differs significantly from its hardness straight from the first plastic material.
  • the second plastic material is designed to be electrically insulating, whereas the first plastic material can be designed to be electrically conductive.
  • the second plastic material on the one hand serve for electrical insulation of the first plastic material and as a mechanical stabilizer to z. B. to avoid changes in length of the support member in deformations. This is u. a. meant that, although the support element remains flexible, but is not stretchable, such. B. at the difference between a rope and a rubber band.
  • the carrier element has a base part and at least one fastening part connected thereto.
  • the base part can serve to fasten the carrier element to the vehicle.
  • the base part may serve to connect not only one, but at least two fasteners together, in particular cohesively.
  • the wire can be encased at least in sections by the fastening part from the carrier element.
  • the wire is at least partially completely encased by the fastening part, so that the wire is quasi sleeve-like or tube-like encased by the fastening part.
  • the wire can also be encased over an entire length of the carrier element of the fastening part.
  • the wire is optimally protected by the fastening part arranged in the support element.
  • this can also be done by an optimal capacitive coupling with the coupling element or the first plastic material of the support element.
  • a cut or slot for lateral reception of the wire can be provided in the fastening part, whereby the insertion of the wire is simplified.
  • the wire is no longer optimally protected by the respective fastening part, unless it is additionally used a protective cover.
  • At least two parallel fastening parts can be arranged at a distance A from each other on the base part in the longitudinal direction.
  • the wire U-shaped on the support element can be arranged, wherein the wire is mounted almost endlessly on the support element and so on the deflection, where the wire is deflected by 180 ° in its orientation, completely protected on or in the support element can be arranged.
  • the wire is held not only twice by two fastening parts on the carrier element, but ideally twice, four times, six times or in total (2 ⁇ n), wherein n represents a natural number.
  • corresponding fastening parts can then be arranged on the base part for the parallel wire sections on the base part of the carrier element.
  • the distance A between two parallel attachment parts can be between 5 and 30 mm, preferably between 10 and 25 mm and particularly preferably between 12 and 18 mm.
  • An optimum range for the distance A is in particular 15 mm (corresponds essentially to the distance between the centers of a core of a drawn-in wire between the two fastening parts).
  • the measuring range of the capacitive sensor element can also be broadened.
  • the mechanical attachment of the sensor element to the vehicle is thereby also made more difficult.
  • a compromise between the width of the measuring range and the width of the carrier element for attachment to the vehicle by the distance A must be entered, which is preferably in the aforementioned range of values.
  • the base part can essentially be formed from the first plastic material in order to also serve as a capacitive coupling element in addition to the mechanical functions.
  • reinforcement parts in particular in the form of strips, grids, fabrics or plates are present in the base part. These reinforcing parts can increase the mechanical stability of the first plastic material.
  • the reinforcing parts are preferably formed from the second plastic material, which preferably comprises polyethylene (PE), in particular hard polyethylene (HDPE).
  • the reinforcing parts form a capacitive coupling element for the wire, in particular if the first plastic material should not be designed to be electrically conductive.
  • the reinforcing members may be designed to be electrically conductive, and in particular comprise a metallic material.
  • Such reinforcing parts with metallic material can also be coextruded in the extrusion process in the profile of the carrier element, so that no additional manufacturing step is necessary.
  • at least one fastening part is formed partially or completely from the second plastic material, in particular when the base part is essentially formed from the first plastic material. In this case, the wire can be optimally protected by the second plastic material in the carrier element.
  • the base part with the fastening part is designed as a co-extrusion component.
  • the base part with the fastening part is always designed as a coextrusion component, irrespective of the choice of the first or second plastic material, in order to simplify the production of the carrier element.
  • At least one fastening part is formed in part from the first and second plastic material, in particular in layers.
  • an inner circumferential surface of the fastening part for the wire of the first plastic material and an outer circumferential surface of the fastening part may be formed from the second plastic material.
  • the flexibility of the fastening part can be improved with respect to a fastening part, which predominantly has the second plastic material.
  • the capacitive coupling of the wire can thus be improved.
  • an inner circumferential surface of the fastening part for the wire is at least partially designed with sliding grooves.
  • the sliding grooves By using the sliding grooves, a punctual and strip-like contact between the wire and the inner circumferential surface can be achieved. Thus, the mechanical friction when pulling the wire in the attachment part, which sheathed the wire, reduce. Thus, it is also a mechanical insertion of the wire in a particular fully closed (meaning in cross-section tubular or sleeve-shaped) mounting part possible.
  • the sliding grooves may comprise the second plastic material, which is ideally made of hard polyethylene (HDPE) or at least polyethylene (PE).
  • HDPE hard polyethylene
  • PE polyethylene
  • the sliding grooves themselves can be present over the entire length of the carrier element in order to guide the wire optimally in the fastening part.
  • the sliding grooves, seen over the length of the support member are provided only in sections, whereby the friction during insertion of the wire in the respective fastening part is further reduced.
  • the base part of the carrier element in particular in the longitudinal direction, has recesses. These recesses may be present as holes in the base part to z.
  • B. clips and / or locking elements for, in particular positive and / or non-positive, to be able to arrange attachment of the carrier element to the vehicle.
  • TPV thermoplastic vulcanizate
  • the recesses mentioned can be formed by punched out. Conveniently, such punched out by a rotary die, which will be mentioned in more detail below, are prepared in a step II.
  • the wire has an electrically conductive core and an electrical insulation arranged around it, in particular made of plastic.
  • the wire is a standard wire that is inexpensive to buy in bulk.
  • a wire can be used according to the standard: FLRY or FLY.
  • This wire may be a single-core cable, which may have one or in particular a plurality of copper strands.
  • An ideal cross section of the wire is about 1 mm, but also thinner or thicker cross sections are conceivable.
  • the electrically conductive soul may be surrounded lengthwise with a wire mesh, as z. B. is common in a coaxial cable.
  • the wire mesh can be galvanically isolated from the soul and serves as another capacitive coupling element for the sensor element.
  • the fastening parts of the carrier element In order to achieve optimum protection of the wire, the fastening parts of the carrier element, the wire, in particular approximately, to cover the plug. Since the fastening parts of the support element itself are also flexible, the fastening parts can cover the wire virtually to the plug without mechanical restriction and protect. It is advantageous if the carrier elements (in the region of the plug) connecting web free (without connecting webs) are designed. Thus, the wires of the sensor elements in a simple manner (by the respective support elements, in particular the fasteners) protected as close as possible be brought to the plug.
  • a cap may be provided which is inserted over one end of the support member and possibly safely arranges the wire underneath.
  • This cap can z. B. clipped to the corresponding end of the support member, glued or welded.
  • the cap can also serve to guide the wire, in particular if the cap does not close the end of the support element, in which the wire is deflected.
  • a strain relief for the wire may be provided on the cap in order to mechanically fix the wire with its two ends to the cap or the carrier element.
  • the cap can also protect a severed end from the carrier element, in particular the electrically conductive core from the carrier element, from environmental influences and corrosion phenomena.
  • the cap can also be used for fastening the sensor element to the vehicle, in that the cap has corresponding fastening means.
  • the entire support element with the arranged wire again z. B. is enveloped by a tube or disposed in a housing, can be dispensed with this additional cap.
  • the electrically conductive wire is guided endlessly on the carrier, it can be provided with a plug, so that the entire production of the sensor unit according to the invention is particularly simple, substantially automated and can be carried out in a few manufacturing steps.
  • individually variable sensor units can be produced, since, as already mentioned, only the carrier element has to be shortened to the appropriate length and then the correspondingly long wire is arranged thereon. Further individual manufacturing criteria are therefore not required.
  • the carrier element is wrapped or encapsulated with a protective sheath, which represents in particular an electrical insulation.
  • the carrier element may consist entirely of the electrically conductive core.
  • a carrier element which itself consists of non-conductive material, and for example, has an electrically conductive core, coated or coated.
  • the sensor unit according to the invention for non-contact actuation of an actuating element, it is advantageous if at least two capacitive sensor elements are present.
  • two or more capacitive sensor elements it is possible not only to sense an approach of a user to the vehicle, but also to detect movement patterns and (approach) directions by measurement.
  • exactly two capacitive sensor elements may be provided by the z. B. a movement pattern of a leg is sensed by an operator.
  • the movement pattern can be z. B. by a pivoting of the leg, comparable to a kick or kick with the leg to be recognized.
  • three sensor elements metrologically finer the movement pattern, which object approaches as the vehicle, but also the metrological effort and the associated costs are thereby increased.
  • exactly two sensor elements for a sensor unit have proven to be particularly advantageous.
  • the existing sensor elements can be distinguished from each other by an identification element. This difference can be visible and / or tactile. It is also conceivable that the first sensor element is designed without identification element, whereas the second sensor element is designed explicitly with labeling element. Of course, the procedure can be exactly the opposite. It is also conceivable that two different identification elements are present in order to be able to distinguish the first sensor element with the respective identification element from the second sensor element with the further identification element. Preferably, the identification elements are in particular close to the plug arranged so that the mounting on the vehicle is facilitated.
  • the respective identification element is preferably arranged on the carrier element. It is also conceivable to arrange the marking element on the wire, in particular its insulation.
  • the labeling element according to the invention may be, for. B. may be a color, a character or a feature.
  • a combination of the aforementioned identification elements is also conceivable, so that not only visible, but also tactile noticeable identification elements are used, since just the assembly on the inside of the bumper is not optimally visible.
  • a character z. B. also the words "Top", “Down” or "1" and “2” and "I” and "II" be present.
  • the marking element in order to avoid incorrect assembly on the vehicle.
  • the marking element in particular in the production of the carrier element
  • the identification element is then arranged undetachably on the sensor element.
  • the outer shape of the carrier element, in particular of the base part or of the fastening part, can also serve to form the identification element.
  • the marking element is arranged periodically recurring (in particular in the longitudinal axis of the base part of the carrier element) on the carrier element.
  • the support element completely, by z. B. a corresponding color design, be designed as an identification element, which differs from the other carrier element of the sensor unit accordingly.
  • this is a suitably colored plastic for the Color design of the respective support member used, so that no additional manufacturing step for the different color design of the support member is necessary.
  • each sensor element has its own support element, which are only indirectly (through the plug) connected to each other (or not directly connected to each other).
  • the measuring range of the sensor unit according to the invention can be significantly increased by the spacing of the two sensor elements from each other.
  • the invention is also directed to a method for producing a sensor unit, in particular with the features of claim 21.
  • the carrier element is produced in an extrusion process. At least two plastic materials, namely a first and a second plastic material, may be present at least. It is also conceivable that a total of three or even more plastic materials are used in one step in the extrusion process for producing a carrier element.
  • the carrier element itself is produced as a profile and forms a so-called extrudate.
  • step II after step I in the carrier element by a rotary punch recesses in the carrier element, in particular continuously generated.
  • the rotary die in step II can be used to continuously generate the recesses by punching out over an arbitrarily long carrier element.
  • the rotary die cutter can also be used to cut the carrier element to a desired length.
  • the rotary die have a cutting edge, which carries out the cutting of the support element in step II simultaneously with the punching.
  • the present invention is also directed to a security system for the particular contactless opening and / or closing a flap, door or the like of a vehicle according to the system claim.
  • At least one sensor unit according to the invention ie according to the device claims
  • the individual sensor units according to the invention are connected to the safety system from the vehicle via one or more control units.
  • the control units can also be integrated in the security system.
  • a plug detection with the control unit is also easily possible by the endless wire, since a resistance measurement gives this directly information.
  • FIG. 1 shows a three-dimensional view of a sensor unit according to the invention with a total of two sensor elements with the respective carrier elements which have recesses,
  • FIG. 1 a shows a plan view of a plug from FIG. 1
  • FIG. 2 shows a comparable three-dimensional view of a further sensor unit according to the invention, but with the respective carrier elements being configured without recesses,
  • Figure 3-7 is a partial view of various variants of sensor elements with the section
  • FIG. 8 shows a plan view of an end of a sensor element with a cap
  • Figure 9 +10 an exemplary view of a manufacturing step II with a
  • FIG. 11 a shows an exemplary view of an extrusion machine for producing the
  • FIG. 11 b shows an exemplary view of two extrusion machines for producing the carrier element as a coextrusion component
  • FIG. 12 shows a side view of a vehicle with an exemplary mounted one
  • FIG. 1 shows a sensor unit 10 according to the invention is shown in a first embodiment in three-dimensional view.
  • the sensor unit 10 according to the invention is completely visible with its two sensor elements 1 1, 12.
  • the sensor unit 10 may have further identical or different construction sensor elements 1 1, 12.
  • a continuous wire 13 is arranged, which has its beginning 13.3 and its end 3.4 in the plug 17.
  • the corresponding wire 13 extends endlessly on a carrier element 14 of the sensor element 1 1 or 12 and that substantially parallel to the longitudinal direction 15th
  • FIGS. 1 to 8 represent preferred variants of the invention, since in this case the respective carrier element 14 more or less completely protects the existing wire 13 through the intended fastening parts 14.6.
  • recesses 14.9 are arranged centrally on the base part 14.1 of the respective carrier element 14, which can preferably be round, elliptical or slot-like. These recesses 14.9 can be used in particular for the mechanical attachment of the respective sensor element 1 1, 12 on the vehicle 100, wherein additionally clips and / or locking elements can be used. In order to secure the sensor element 1 1, 12 optimally, in particular positive and / or non-positive, on the vehicle 100, it is expedient that the recesses 14.9 over the entire length 14.12 of Carrier element 14 extend or are distributed there.
  • adhesive pads 14.3 or adhesive strips 14.3 for attachment to the vehicle 100 may be provided on the rear side of the base part 14.1 of the respective carrier element 14 (also in sections).
  • the attachment of the sensor element 1 1, 12 on the vehicle 100 may preferably take place on an inner side of a bumper 103 or a 9.schweiler (see also Fig. 12).
  • a license plate element 22 is arranged as color strip 22. 1 on the second (lower) sensor element 12, whereby it visually differs visually immediately from the first sensor element 1 1.
  • This color strip 22.1 can also be tactilely made tactile by a thickening or rejuvenation of material at this point. Thus, the correct mounting on the vehicle 100 can be ensured.
  • the intended color stripes 22.1 can also be a character, z. B. "TOP" or "I” or “DOWN” or “II" on the first and second sensor element 1 1, 12 may be provided for differentiation, which may also be stamped or highlighted in the material.
  • FIG. 1 a is a plan view of the plug 17 of the sensor unit 10 of Figure 1 is shown.
  • the two lower contacts 17.1 serve for the electrical contacting of the first sensor element 1 1.
  • the wire 13 leads away from the first sensor element 1 1 with its first end 13.3 from the plug 17 and ends with its second end 13.4 again at the plug 17th In the middle of the plug 17, the contact 17.3 z. B. for a shield 13.5 of the wire 13 for one or both sensor elements 1 1, 12 are used.
  • the two upper contacts 17.2 of the plug 17 are provided for the second sensor element 12.
  • the plug 17 itself has a labyrinth seal, so that a watertight connection between the plug 17 and a corresponding connection socket in the vehicle 100 is possible.
  • FIG. 2 shows a comparable view of a further embodiment of a sensor unit 10 according to the invention, comparable to FIG. An essential difference is that the two sensor elements 1 1 and 12 are designed without recesses 14.9 for attachment to the vehicle 100. Rather, this sensor unit 10 attached via adhesive pads 14.3 or tape 14.3 on the vehicle 100, see also Figure 6, section DD. In order to protect the wire 13 at its two ends 13.3 and 13.4 as possible, come extended fasteners 14.6 are used, which are cohesively arranged on the base part 14.1 of the respective support member 14.
  • the separation of the two fastening parts 14.6 in the region of the ends of the wire 13 can also be done by punching the base part 14.1, in particular by the aforementioned rotary die 60 in step II. It is also conceivable that narrow connecting webs 14.8, as shown in FIG. 1, remain between the fastening parts 14.6 for connection. Since the support member 14 is made very flexible by its material, it is also conceivable that the two fasteners 14.6 are performed to the plug 17 to protect the wire 13.
  • FIGS. 3 to 7 will be described in greater detail, all in the lower region exemplary variants of a carrier element 14 of a sensor element 1 1, 12 in plan view partially represent with the section A to E.
  • the respective sections A to E are then above the respective plan view shown enlarged, whereby the respective combination of materials of the different variants of the support member 14 become clear.
  • FIGS. 3 to 5 and 7 see lower area
  • recesses 14, 9 occur in the carrier element 14, which are arranged continuously over the length 14.12.
  • the individual recesses 14.9 in the base part 14.1 of the carrier element 14 are interrupted by the connecting webs 14.8.
  • FIG. 3 shows in section A - A that the carrier element 14 is basically formed from the base part 14.1, which lies in a plane 14.2.
  • This base part 14.1 is preferably formed from a first plastic material 20 and / or may consist of it completely.
  • On the base part 14.1 is cohesively on both sides in each case one Mounting part 14.6 arranged to receive the wire 13.
  • the two fastening parts 14.6 are formed, for example, from the second plastic material 21 and encase the wire 13.
  • the fastening part 14.6 can in principle also be a cut or slot for lateral reception of the wire 13 may be provided, whereby the insertion of the wire 13 is simplified. However, then the wire 13 is no longer optimally protected by the respective fastening part 14.6, unless it is additionally used the protective sheath 16 shown by way of example in FIG. 6.
  • the wire 13 has a core 13.2 which is completely surrounded by an insulation 13.1.
  • the first plastic material 20 can basically be a thermoplastic vulcanizate (TPE-V / TPV) (possibly with conductive components 20.1), just as with the second plastic material 21, polyethylene (PE), in particular hard polyethylene (HDPE) , which has already been described several times. This also applies, by way of example, to all variants in the illustrated figures.
  • the section B - B in FIG. 4 differs from the section A - A due to the different configuration of the fastening parts 14.6, since these layers are constructed by different materials.
  • An inner circumferential surface 14.6a which is directed towards the wire 13, is formed from the first plastic material 20, whereby an optimal capacitive coupling of the wire 13 can be achieved.
  • An outer lateral surface 14.6b is formed from the second plastic material 21 in order to optimally protect the fastening parts 14.6 against mechanical stresses.
  • a capacitive short circuit due to high stray salt load in the respective sensor element 11, 12 can also be avoided here.
  • both the base part 14. 1 and the two fastening parts 14. 6 are formed from the first plastic material 20.
  • a reinforcing part 14.4 as well as sliding grooves 14.5 additionally come about Insert, which may be constructed of the second plastic material 21, so as to improve the mechanical stability.
  • the sliding grooves 14.5 provide for easier insertion of the wire 13 into the fastening parts 14.6.
  • the reinforcing part 14.4 can also consist of the second plastic material 21 in the region of the base part 14.1. It is also conceivable that this reinforcing member 14.4 may also be configured as a capacitive coupling element 18, in particular in the form of an electrically conductive core. It may be a metal strip, for.
  • This capacitive coupling element 18 can be produced simultaneously with the sliding grooves 14.5 and the rest of the carrier element 14 in the extrusion process by the step I.
  • FIG. 6 differs essentially from FIG. 5 in that the recesses 14.9 in the carrier element 14 have been dispensed with.
  • the base part 14.1 is formed over the entire surface and thus represents the plane 14.2.
  • an adhesive pad 14.3 or tape 14.3 punctiform, strip-shaped or full surface for attachment to the vehicle 100 can be attached .
  • the comparable reinforcing part 14.4 was consciously provided with the reference symbols 18 and 21, since this may also be the capacitive coupling element 18 and / or the second plastic material 21.
  • a protective cover 16 for the sensor element 1 1, 12 has been exemplified, which can be used in addition to better protection.
  • the variant from FIG. 7 differs from the variants from FIGS. 5 and 6 in that the fastening parts 14.6 are constructed in two layers and thus have a material-different inner lateral surface 14.6a and an outer lateral surface 14.6b.
  • the inner lateral surface 14.6a is formed by the first plastic material 20, whereas the outer lateral surface 14.6b is configured by the second plastic material 21.
  • the sliding grooves 14.5 are provided on the inner lateral surface 14.6a for easy insertion of the wire 13.
  • FIG. 8 shows a plan view of the beginning of a carrier element 14, with the corresponding beginning of the carrier element 14 having a cap 19 being completed.
  • This cap 19 serves at the same time for receiving and fixing the wire 13 and has a strain relief 19.1.
  • the cap 19 protects the end or the beginning of the support member 14 not only against external environmental influences, but at the same time protects the wire 13 against mechanical stress at this point.
  • the cap 19 can be clipped to the carrier element 14, welded, glued. Also, the cap 19 may serve to securely receive the deflected wire 13 at the other end of the support member 14.
  • FIG. 11 a shows an extrusion machine 51 in the basic principle for the production step I according to the method according to the invention.
  • the extrusion machine 51 has at least one funnel 51 .1, in which the plastic raw material for the extrusion process can be arranged. This material passes through an inlet tube into the spindle area where it is heated by the heater 51 .4 to make it flowable.
  • the heater 51 .4 is arranged circumferentially around the (feed) spindle 51 .2, in order to achieve a uniform heating of the corresponding plastic material.
  • the propulsion of the plastic material is then via the spindle 51.2, which is driven by the motor 51 .3.
  • the (press) mold 52 is arranged with the carrier element profile, through which the flowable plastic material 20 or 21 is pressed and the finished carrier element 14 as extrudate 50, in particular coextrusion (see Fig. 1 1 b), consisting from 2 or more materials, solidifies.
  • the mold 52 is exemplified with the carrier element profile.
  • an endless carrier element 14 can also be produced cost-effectively from two or more plastic materials (see FIG. 11b) according to step I of the method according to the invention.
  • FIG. 11b shows an extrusion process with a total of two extrusion machines 51, comparable to FIG. 11a.
  • the two extrusion machines 51 serve to produce the carrier element 14 as a co-extrusion component with a total of two plastic materials 20, 21.
  • the corresponding carrier element profile additionally has the sliding grooves 14.5 with respect to FIG. 11a.
  • These may consist of the second plastic material 21, for which an additional extrusion machine 51 is provided.
  • a further extrusion machine 51 can be provided, which can also be connected to the (press) mold 52.
  • the electrically conductive components can also be mixed into the funnel 51 .1 in order to be able to integrate them into the plastic material 20, 21.
  • FIGS. 9 and 10 show the production step II, in which the recesses 14.9 are produced continuously (meaning: continuous process) by punching out with the aid of a rotary punch 60.
  • the rotary punch 60 is designed to be wheel-shaped and has peripherally on the outer edge rib-shaped protruding cutting ribs 60.1, which are provided for punching the recess 14.9 in the continuous (unabridged) support member 14.
  • 60.1 free spaces 60.2 are provided in the rotary die 60 between the cutting ribs.
  • FIG. 12 shows a vehicle 100 with the safety system 1 10 according to the invention and the sensor unit 10 according to the invention and the exemplary sensor elements 1 1 and 12.
  • an actuating element 102 in the form of an electromechanical lock is provided, which can be actuated contactlessly by the sensor unit 10. If the correct control signal has been recognized by the two sensor elements 1 1 and 12 or has been determined by the corresponding control unit, the actuator 102 can be actuated.
  • the sensor units 10 according to the invention are also shown in the front and / or rear doors by way of example in the region of the door sills.
  • FIGS. 1, 4, 5-9 show different identification elements 22 by way of example on the respective carrier element 14 of the sensor element 11, 12. It is essential that the sensor element 1 1 easily perceptible for a mechanic from the second Detect sensor element 12 to facilitate mounting on the vehicle 100.
  • the identification elements 22 in FIGS. 1 and 4 can be designed as color markings 22. These may additionally be felt tactilely in the surface of the carrier element 14.
  • a survey may also be provided as a marking element 22 a perforation or recess in the material.
  • characters 22.2 are provided as marking element, the characters z. B. have the designation "Top” and “Down”.
  • the identification element 22 is shown as the Roman numeral "I”, which is present not only on the support element 14 but also on the cap 19, which is arranged particularly close to the plug 17.
  • the sensor unit 10 according to the invention can also be used to open the side doors or the engine compartment flap or the tank lid or the like.
  • the sensor elements 12 can be used and vice versa.
  • any combination of the different embodiments of the sensor elements 1 1 and 12 in a sensor unit 10 can be realized.

Landscapes

  • Push-Button Switches (AREA)

Abstract

L'invention concerne une unité de détection (10) pour actionner sans contact un élément réglable (102), en particulier un capot (101), une porte (101) ou similaire d'un véhicule (100), cette unité comprenant au moins un élément de détection (11, 12) capacitif, lequel élément de détection (11, 12) présente au moins un fil (13) qui est agencé sur un élément support (14), cet élément support (14) présentant au moins une première matière plastique (). Selon l'invention, l'élément support (14) est conçu sous la forme d'un produit extrudé (50). L'invention concerne en outre un procédé de fabrication d'une unité de détection.
PCT/EP2018/069697 2017-07-20 2018-07-19 Unité de détection WO2019016344A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112018003663.4T DE112018003663A5 (de) 2017-07-20 2018-07-19 Sensoreinheit

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017116392.1 2017-07-20
DE102017116392.1A DE102017116392A1 (de) 2017-07-20 2017-07-20 Sensoreinheit

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WO2019016344A1 true WO2019016344A1 (fr) 2019-01-24

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022106733A1 (de) 2022-03-22 2023-09-28 Huf Hülsbeck & Fürst Gmbh & Co. Kg Sensoreinheit für KFZ
EP4250568A1 (fr) 2022-03-22 2023-09-27 Huf Hülsbeck & Fürst GmbH & Co. KG Unité de capteur pour véhicule automobile

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010049400A1 (de) 2010-10-26 2012-04-26 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Hallstadt Sensoreinheit zum berührungslosen Betätigen einer Fahrzeugtür
DE102014101775A1 (de) 2013-02-12 2014-08-14 Huf Hülsbeck & Fürst Gmbh & Co. Kg Vereinfachte kapazitive Sensoreinheit
DE102013110238A1 (de) * 2013-09-17 2015-03-19 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Hallstadt Elektrodenstrang für eine kapazitive Sensoranordnung eines Kraftfahrzeugs
DE102014107269A1 (de) 2014-05-22 2015-11-26 Huf Hülsbeck & Fürst Gmbh & Co. Kg Variabel einsetzbare Sensoreinheit
US20160104585A1 (en) * 2013-05-14 2016-04-14 Cooper Standard GmbH Switch strip, safety sensor strip and production method thereof, and also anti-trap protection

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010049400A1 (de) 2010-10-26 2012-04-26 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Hallstadt Sensoreinheit zum berührungslosen Betätigen einer Fahrzeugtür
DE102014101775A1 (de) 2013-02-12 2014-08-14 Huf Hülsbeck & Fürst Gmbh & Co. Kg Vereinfachte kapazitive Sensoreinheit
US20160104585A1 (en) * 2013-05-14 2016-04-14 Cooper Standard GmbH Switch strip, safety sensor strip and production method thereof, and also anti-trap protection
DE102013110238A1 (de) * 2013-09-17 2015-03-19 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Hallstadt Elektrodenstrang für eine kapazitive Sensoranordnung eines Kraftfahrzeugs
DE102014107269A1 (de) 2014-05-22 2015-11-26 Huf Hülsbeck & Fürst Gmbh & Co. Kg Variabel einsetzbare Sensoreinheit

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